Railway truck structure



Jun.; 2, l1.942.

. J. C. TRAVILLA, JR., ETAL RAILWAY TRUCK'i STRUCTURE Original Filed March l0, 1939 FIGA..

FIGB.

lNvENToRs y JAMES C TRAVILLA IFQ.l

Patented June 2, 1942 UNITI-go #starre PATENT o FFicE RAILWAY TRUCK STRUCTURE James C. Travilla, Jr., University City, and Ed- Y win C. Jackson, Clayton, Mo., assigner: to General Steel. Castings Corporation, Granite City, lll., a corporation 'of Delaware Original application March-l0, 1939, Serial No.

Divided and this application August 2, '1940, Serial No. 349,498

s clama (c1. s-'191) 'other because'of centrifugal forces exerted on the vehicle bodywhen the vehicle is rounding curved track or because of other forces tending to tilt the body transversely of the track.

`This application is divided from an earlier application by the same inventors tiled March l0, 1939, Serial No, 260,916 which has the same general objective but is directed more particularly to a truckstructurc in whichr the bolster, bolster springsJand levers extending transversely of the truck for stabilizing the bolster spring -action are carried on swing hangers.

" whereby the vertical action of the bolster springs is dampened, preferably through the stabilizing levers. i

provided with seats |30 for springs |3| which carry the truck bolster |32 of inverted Uy cross section at its end portions and box section at its intermediate portion.

` The intermediate portion of each yoke |21 includes a bracket |28 forming bearings for a pin |29 upon which is pivoted a stabilizing lever |33 extending transversely of the truck with its inner end connected by'links |34 to the inner end of a corresponding lever at the other side of the truck. The outer end portion oi each lever |33 is pivotally connected by a link |35 to the outer i end of the bolster and is also connected to the lower end of one member of a. telescoping and This construction has the additional object of f making possible the use of coilnsprings :for supporting the bolster instead of the heavier, more expensive 4and cumbersome elliptic springs generally used.

Another object is to simplify and lighten a truckof the class described providing for the support of the bolster springs, stabilizing levers and shock absorbers without using a Spring plank.

These and other detailed objects of the invention are attained in the structure illustrated in the accompanying drawing in which- Figure 1 is a side elevation of a four-wheel car truck embodying the invention.

Figure 2 is in part a top view and in part a horizontal section illustrating the central portion of the truck with the bolster removed.

Figure 3 is avertical transverse section and elevation taken on the line 3--3 of Figure 2.

Figure 4 is 'a vertical longitudinal section taken on the line 4-4 of Figure 2.

-The truck includes wheels 2|, axles |22, journal boxes |23, springs |24 carried by the Journal boxes, and a truck frame including wheel pieces |25 mounted on springs |24, and transverse transoms |26 spaced apart longitudinally of the truck and connected.V at points spaced from wheel pieces |25 by depending yokes |21 shock absorbing device |36, 4the other end of which is connected tothe truck frame wheel piece |25. v

Preferably the shock absorbing device is of the hydraulic type in which the piston is valved to oier slight resistance to downward movement of the outer end of the stabilizing lever, and 4the bolster connected thereto, and to oder substantial resistance to a quick rebound of the lever and bolster. Hence the action of bolster springs |3| maybe so controlled that they may yield readily to absorb relatively light shocks, yet will not produce discomfort by abrupt return to their normal position,

Any tendency of the bolster to tilt transversely of the truck, dueto the presenceof forces which normally would act unequally 1 on the bolster springs, is prevented by the stabilizing levers |33 A force tendingto raise or lower one end of the bolster, such as an overturning load, will be distributed through stabilizers J|33 andlinks |35 to the end of the Vbolster on that side of the truck y without any departure from the parallel relation -tions having independent springs under th'e ends.

cf the bolster which would permit a diierent amount of deflection of the bolster spring at one side ofthe truck from the deiiection ofthe bolster spring at the other side of the truck.

However, there is a condition under which the bolster springs may compress unequally. The -bolster may have some transverse movement be- `|3|.permit,the `upper coils ofthe springs to have,

substantial horizontal movement relative to the spring seat. Such movement' will" be accompanied by pivotalmovement of links |35, andthe link at the side of the truck towards which the `bolster moves assumes` a more vertical position while the inclination from the vertical of the link at the opposite side of the truck increases. This tilts the bolster upwardly .atthe side ofthe cause the resilient characteristics of its springs Ymounted thereon, a bolster oi' inverted U section l truck towards which the bolster 'moves and downwardly at the other side of the truck, thus f furtherl resisting car body roll towards the/side to which the bolster moves.

Rubber may be used to advantage to 'render tting over and supported bysaid springs,- and stabilizing levers extending transversely of the truck beneath said bolsterand pivoted to said yokes beneath said seats and having their inner ends interconnected and having their outer ends connected to said bolster, there being yielding connections between said wheel pieces and the outer ends of said levers.

4. A railway truck as described in claim 3 in which the yielding connections between the Wheel pieces and the outer ends of the levers f comprise snubbing devices, the snubbing devices,

stabilizing levers and bolster being in substantial alignment transversely of the truck. l

5. In a railway truck, a frame, springs supported therefrom, a bolster carried on said springs, stabilizer levers pivoted to said frame prevent metal to metal contact and thereby eliminate noise producing action and to absorb some shocks and to dampen the angling of various parts.-

The detailed illustration and description herein are illustrative only and are not to be underand extending from side .to side ofthe truck, and links inclined from the vvertical and pivotally connecting said levers and rbolster, said links and stabilizer levers being constructed and arranged tocounteract' the overturning effect of lateral forces transmitted to the bolster from the vehicle body and thereby reduce to a minimum the amount of vehicle body roll in the direction of its lateral movement, there being a snubbing device connecting the outer end of each stabilizer lever and an adjacent part of the truck frame.

stood as limiting the invention, and the exclusive use of all modiiications embodying the spirit of the' invention and coming within the scope of the claims is contemplated.

What is claimed is:

l, In a railway truck, wheeled axles, a truckv ,ted to the bolster from-the vehicle body and thereby reduce to a minimum the amount of vehicle body roll in the direction of its lateral 6,'A railway truckas described in claim 5 in which the bolster supporting springs consist of upright coils, the upper ends of which, supporting the bolster, are adapted to yield laterally of the truck relative to the lower ends seated on the truck frame, and the snubbing devices being pivotally connected to the stabilizer levers and to the truck frame, to accommodate lateral movement, there`4 being a snubbing structure -connecting the stabilizers' and. the truck frame.

there being yielding connections betweensaid wheel pieces andthe outer ends of said levers.

3. In a railway truck, a truck frame including wheel pieces, spaced transoms connecting said wheel pieces, and yokes depending from and connecting said transoms at points spaced inwardly of the truck from said wheel pieces andhaving spring seats intermediate said transoms, springs movement of the bolster on the frame.

7. In a railway truck, wheeled axles, a truck frame carried ,thereon and provided with fixed seats, coil springs on said seats, a bolster carried on said springs and movable thereon transversely of said frame, stabilizer structure having fixed pivots on said frame at a lev'el below the level of said seats and extending from side to side of the truck, and links positioned outwardly of said springs and inclined from'the vertical and pivotally connecting said structure and bolster, said links and stabilizer structure being constructed and arranged to counteract the' overturning effect of lateral forces transmitted to the `bolster from the vehicle body and thereby reduce to a minimum the amount of vehicle body roll in the direction of its lateral movement.

8, In a railway truck, wheeled axles, a truck frame carried thereon and provided with fixed seats, springs on said seats, a bolster carried on said springs and movable thereon transversely of said frame, stabilizer structure having fixed pivots on said frame at a level below the level of reduce to a minimum the amount of vehicle body roll in the direction of its lateral movement.

`nii/nrs c. TRAVILLA, JR.

EDWIN c. JACKSON. 

